Originally published: August 29, 2012

SMALL

MEDIUM

LARGE

Radical changes to its basic structure, styling and powertrain transform the 2013 Ford Escape into a dramatically different and more fuel efficient vehicle. Other than it’s still a compact utility vehicle, there’s very little connection between this new Escape and its predecessor.

A lighter unibody platform shared with a European Ford called “Kuga” underpins the new Escape. All three engine choices have only four cylinders, there’s no longer a V6 version of the Escape. There’s also a host of technology upgrades to improve performance, environmental impact, safety and media connectivity.

A smaller 1.6-litre EcoBoost engine comes in the mid trim range SE version of the Escape and the base S trim comes with a conventional, triedand-true 2.5-litre, which is a holdover engine from the previous generation Escape. All engines are mated with a new 6-speed automatic transmission with both sport and manual addition modes of operation.

The new Escape also offers a uniquely different kind of handsfree technology.

A kicking action by the key-fob holder, under the rear bumper, can open or close the power operated rear door. It’s a handy way to access the cargo area when you’re carrying something. The door-opening is triggered by motion-sensing tech-nology similar to that used in video games.

Discarded plastic bottles are a major environmental pollution issue and Ford has found a way to use them in the manufacture of carpets inside the new Escape. This initiative alone is expected to recycle four million plastic bottles annually, according to Ford. In addition, all the sound dampening and seat cushion materials are also made from recycled materials.

Advanced tech features available include an active park assist system that can detect and then automatically steer the Escape into a parallel parking space. There’s also a blind spot vehicle detection system that comes with cross-traffic alert, which is a valuable aid when reversing blindly out of a parking stall.

The last generation Escape was the most popular compact SUV sold in North America and a hybrid engine version was also available. Ford has not yet announced a hybrid successor, which is a little disappointing.

THE LOOKS

Quite a change from the straightforward two-box shape of the previous Escape. The new model is almost 10 per cent more aerodynamic and has an aggressive frontal appearance with shape angles, a steeply raked windshield and gaping lower grill openings. The EcoBoost engine versions also conceal an innovation behind the blacked-out lower grill. Sensorcontrolled shutters regulate air entering the engine bay to improve its aero efficiency and achieve optimum fuel mileage. The new Escape’s body is lighter yet 40 per cent more rigid than its predecessor. Dual exhaust pipes are standard, the large rear door is a wrap-over design that allows a lower lift-in height, but the rear-end styling is an overly busy one to my eyes.

THE INSIDE

A wraparound cockpit greets the driver and the centre stack of the dash houses a new layout. I’ve had issues with the sensitivity and function of MyFord Touch in the past, but this is arrangement is much better and looks somewhat similar to Nissan’s multimedia setup. Rear seat legroom is pretty good and climate control in the rear is also standard in all but the base S model.

Cargo space is also excellent cargo with 97 litres (34.3 cu ft) behind the 60/40 split rear seat. It folds completely flat at the pull of a lever by the seat cushion and increases cargo space to 193 litres (68.1 cu ft). The rake of the rear seatback is also adjustable.

SAFETY

Escape now comes with seven (instead of six) airbags There’s an additional knee airbag to protect and position the driver better. The side airbags on the front seats also have a unique feature that allows them to adapt to the size of an occupant.

THE DRIVE

I drove an Escape with the 1.6-litre and another with the 2.0-litre engine. Most buyers will be completely satisfied with the smaller engine, unless they pack a lot of heavy stuff or people around on a regular basis, or tow a trailer. That said, the difference in fuel economy is not huge. Transmission operation is busier with the smaller engine, but the overall noise level is impressively quiet. In fact, cabin quietness is akin to the low level of hush that you’ll only find in far more expensive vehicles. Both of my Escapes also came with the all-wheel-drive system. Although it possesses some off-road capabilities, this vehicle is more at home on a paved road. It’s where the Escape’s Torque Vectoring Control and Curve Control systems stand out. Basically these are active, more advanced and quicker acting forms of stability control and they even use the same module to monitor performance. The transmission’s manual mode is a thumboperated toggle switch on the side of the shift lever, instead of those sporty paddle shifters on the steering wheel. The toggle switch is surprisingly good and easy to operate, and better suits this type of vehicle. Apparently the all-wheel drive system can analyze data 20 times faster than you can blink an eye and the transmission’s torque converter comes with a new and improved electromagnetic clutch.

THE SCORE

Dramatically different yet perfect for this point in time, the trimmer and more fuel efficient Ford Escape is packed with advanced technologies and is without doubt another winner.